Greg Copp reports on a boat built for those that love it rough …
Many high-performance offshore leisure craft constructed in this country have a race boat heritage. Ring Powercraft’s new 1080 Trophy is a good example. Based on the hardboat hull of the Ring 34, a boat with an impressive history, the new 1080 Trophy is a rakish RIB with plenty of purpose. It is aimed at the leisure and superyacht tender markets, thus combining commercial practicality and build quality with comfort and contemporary aesthetics.
This company has been building commercial and military-spec craft for some time and has incorporated the same behind-the-scenes build quality and engineering in the Trophy. The most noticeable aspect of the 1080 is the D-section sponsons, which, apart from increasing topside rigidity, provide more deck space. RIBs always suffer from a small deck-to-size ratio as a result of the circular tubing, but the Ring feels much like a hardboat on the inside, but with the buoyancy and fendering advantages of a rigid inflatable.
Access is a lot easier than on most RIBs, which I found out in earnest when doing a boat-to-boat transfer out on a choppy Solent. As well as the bulwark that sits inside the tubing providing a secure foothold, there are steps: two on either side of the cockpit and one forward on the starboard side. There is also plenty of black tubular hardware conveniently located where you might want to place your hands, including around the T-top, the galley, the bulwarks and the console. The deck is courtesy of Esthec, a Dutch company that makes high-quality 7mm-thick composite decking, available in various colour schemes. The cockpit features a U-shaped settee, which, like the rest of the seating, is upholstered in tough waterproof fabric-like Spradling Linetex upholstery. Under the settee in the port quarter is an impressive piece of system engineering. Lifting the seat base on that side reveals two Perspex covers, behind which lie the domestic and engine batteries, as well as the extensive Mastervolt electrics. An unusual aspect of this Mastervolt system is a large-capacity lithium ion battery, which, via a 240V inverter, powers the electric griddle in the galley. This is recharged either by one of the engine alternators or by shore power. Cockpit dining is catered for by a table that mounts via a bracket that fits onto the central seat base, so there is no ‘drop-in’ mount breaking up the clean lines of the deck. When needed, this table serves as an infill to expand the settee into a sun pad. There are no fewer than six drains in the cockpit, eight flush low-level LED lights, four cup holders and two waterproof USB charging points discreetly adorning the cockpit area.

The T-top is fitted with downlighting.

The depth of the cockpit provides a lot of security.
The galley is the typical open sports boat set-up. There is a large drawer fridge, a sink, a top-opening ice box, a 240V griddle, which was not yet fitted to our test boat, storage, and the folding worktop is covered in Esthec. Initially I was wondering whether this boat had a heads, as the console is not overly large, and the door is not that obvious. It is, however, a Tardis scenario, as opening the chunky door that discreetly wraps around the port corner of the console reveals a fully equipped heads with 1.68m of headroom. The practicality of this compartment was demonstrated by my 6ft 6in host, who could comfortably get in and sit on the toilet. Running down the inside of the port bulwark is a long recessed section, which will be fitted with a mesh pocket, enabling the storage of deck items like warps and fenders. However, substantial storage is located under the forepeak cushioned section, which is easily accessed via a large gas strut-equipped hatch. This could easily swallow most inflatable toys, for which conveniently there is a 12V air pump built into the front of the console, which also serves as a tube top-up. There is also more storage under the aft-facing forepeak seat, as well as low-level lighting in this area. Three substantial drop-flat cleats run down each side of the boat. To reduce high topside weight, the T-top has a smaller GRP central section with inset lighting, and a ‘drum-tight’ canvas top cover extends out to the frame work. On the front edge of the T-top is located a Raymarine Augmented Reality Camera, providing the 19” Raymarine Axiom Plus MFD, with navigation objects (craft and marks) overlaid directly on the Axiom video display.

Sensibly, the galley has a big fridge.

An augmented view from the T-top camera.

All systems are easily accessible under the cockpit seating.

There is plenty of storage aft.

Like the cockpit, the bow area is deep.

Hidden heads has plenty of room.

A 12V air pump sits neatly under the forward seat.
Driving the Trophy
The 1080 uses commercial-spec SHOCK-WBV C Series seat suspension. Manufactured from aluminium tooling plate – the strongest form of aluminium with the tightest tolerances – it is built to fit on OEM seat bases and thus is not immediately obvious. The driving position for the helmsman is good, either standing with the bolster raised or sitting with your feet on the black foot bar. The heavy-gauge windscreen keeps you totally shut off from the elements, and the wheel and throttles come perfectly to hand. You can easily wedge your right foot up against the starboard bulwark for extra stability if you drive this boat in the manner for which it was designed. I mention this in particular because we had a strong south-easterly F6 blowing, which in the Eastern Approaches to the Solent meant that little of this sea state was diluted, and it was messy and confused to boot.

The helm keeps you secure and enclosed.
Though this was on occasions testing for the 30ft photo boat, for the Ring it did not pose an issue. This boat is heavily laid up and you can feel it every time you come down off a large wave, as nothing complains. Its narrow twin-stepped deep-vee hull, with its multi-chine design, cuts through the seaway like a knife. It runs very flat and just loves head seas, and any hesitance regarding nailing the throttles into the incoming weather soon disappears. The seating does pretty much what it should, soaking up most, but not quite all, of the abuse that the sea was trying to dish out. I can’t really fault it on this, as it does not comprise long-travel offshore seats like Ullmans, and they are certainly capable of dealing with most ‘spirited driving’. When you settle down to eat up some sea miles, you tend to gravitate to 40 knots, as the boat feels very happy at this speed. If the sea heaps up further as it did on one occasion, then dropping down to 35 knots restores the status quo. Running flat out at 50 knots is a more focused affair, but still composed, and certainly not the white-knuckle ride one might have expected given the conditions on the day.

Discreet suspension seating.
In the turns, the Ring just tracks round as if on rails, producing incredible angles of heel. The steering is light and responsive, to the point that you get the impression that you could overcook it. However, it is also very balanced, and with the tubes digging into the water on hard turns, it became reassuringly easy to flick from one turn into another. One thing I did notice while turning hard to starboard with the wave pattern hitting the port bow was the absence of any chine slap that you can get in rough weather when running obliquely to the sea. Running back to Chichester Harbour from Ryde into the worsening weather was easy work for the Trophy. It has the length to run across most wave patterns, and the composure not to get fazed by confused water.

The cut-outs in the bulwark will be fitted with mesh.

The forward seat converts to a starboard step.
Verdict
This is a top-marque British RIB with a price tag to match. It certainly does what it should, and it does it very well. The build quality and the tough commercial-grade hull with its five-year warranty are typical of a long-established yard that also builds commercial vessels. It comes heavily specified in the standard form as tested, which it should do. Needless to say, this boat has a bespoke dimension, and since it is capable of going quite a bit faster than 50 knots, engine options up to twin 500hp are on the table – which would suit its hull well. It is, to all intents and purposes, a leisure craft, albeit one overengineered for the job. However, with today’s changing weather patterns, it is hard to put a price on a boat that is unlikely to get caught out.
What we thought
For
- Granite-like build quality
- Superbly quick and precise steering
- Attention to practical details
- Crew security
- Finish and upholstery
- Great head sea ride
- Good weather protection
- Decent-sized heads
Against
- The navigator’s seat needs a footrest bar (apparently this is due to be fitted).
Specifications
- LOA: 10.80m
- Beam: 2.90m
- Hull: Deep-vee twin-stepped multi-chine
- Displacement: 3800kg (dry)
- Power options: Twin outboards ranging from 2 x 325hp to 2 x 500hp – most brands
- Fuel capacity: 600L
- Water capacity: 96L
- Holding tank capacity: 73L
- RCD category: B
- Test engines: Twin 325hp Suzuki DF325 outboards
Performance
- 50.4 knots (2-way average), sea conditions F6, crew 2, fuel 70%
- 0–40 knots: 10 seconds
Price
- As tested: £354,000 (inc. VAT)
Contact
Ring Powercraft, Unit 1, Chichester Harbour Marine park, Itchenor, West Sussex PO20 7AY